Galant 4G63 Power Tuning

Dyno Cell

From the February, 2009 issue of Turbo & High-Tech Performance

By Staff

In the last "Dyno Cell" installment for the Galant VR-4, we tested an upgraded 16g turbo, A'pexi AFC and Turbo XS boost controller. Observing TMO datalogger info, it was clear the stock injectors were maxed out and then some.

Duty cycle sat at 100 percent but, fortunately, the in-tank ND pump used on the car flowed a substantial amount of fuel and did, in fact, bump the fuel pressure up 4-5 psi at idle. This helped suppress detonation, keeping the fuel curve linear across the range. The A'pexi AFC also did an excellent job of wringing every last cc of fuel out of the stock injectors.

One item of concern since the last article is the octane rating of premium fuel. Not long after the last dyno session, the octane of premium pump gas in this western region was dropped to a paltry 91 octane. Those who live where you can purchase 92 or 93 octane, consider yourself lucky. Every little bit helps.

In this installment, we installed a set of RC Engineering 550cc injectors to cure the fueling blues. These are brand-new units, flow tested by RC and shipped with the flow sheet. We made a few dyno passes with just the injectors installed to see what kind of a difference could be seen. Also of note, the stock ECU was swapped for a TMO unit with the 8,000-rpm rev limit and fuel cut removed.

This, coupled with the new injectors, resulted in clean runs with no cutting or misfires. Overall adjustments with the AFC were minimal. With roughly 100cc more fuel capacity than the stock units, the low-rpm range wasn't affected much, while the upper ranges required a little leaning of the percentage of fuel being added.

Power increased slightly, partially because of the ignition timing being a little more stable due to the injectors keeping the A/F ratio constant. O2 voltage was kept at .90 for safety; again, octane concerns.

Now it's time for camshafts--frequently talked about and promoted, but not always understood. Wanting more power and increased flow, especially when the Garrett turbo kit is added to the mix, Dougs Dynopower opted for a set of Crower cams constructed from brand-new billets. Crower's 414 grind is touted as more of a race version of the four versions currently offered by the company. We wanted to see how they would behave on the street.

Seeing how many consumers purchase and try to use race parts on the street, this would be a test to see if these cams could cut it. After installation and break in, idle wasn't that bad at all, more than 14 inches of vacuum was registered and the idle was set at 900 rpm. The real surprise was the power curve. Torque was abundant from 2000 rpm up.

Going in, we thought the engine would lose out down low, but this wasn't the case. All the way to the rev limiter, where the stock cams would taper off above 5000 rpm in terms of torque, the Crowers were still singing. Power increased about 12 hp at the same boost level as the stock cams.

Of more importance, however, is the horsepower curve from 5500 to 7500 rpm, where about 35 hp was realized compared with the stock cams. Even more impressive is the torque level, where the 4G63 was pumping out more than an additional 50 lb-ft when the engine was shut down at 7500 rpm.

Having an engine which makes power down low is usually not analogous with one that makes power up top; there's usually a compromise working. In this case, the 4G63 makes power across the range, which is vitally important for a street car. The cams should continue to pay dividends with the larger turbo, intake manifold, etc. Because of the cams, these components will generate more power. This is a good illustration of parts performing together in the real world.

Next up was the ignition. Having a few choices with Mitsubishi engines, we decided to use a Crane HI6-DI2 set-up. Trying to push this much fuel and air through a turbo engine puts enough demands on the stock ignition. Even with Magnecor 8.5mm plug wires and fresh NGK BPR7ES spark plugs, there comes a time when cylinder pressures demand more.

The Crane system is very modern, complete with weatherpack connections, and an electronic trigger tach adapter. It utilizes a multi-spark system, which sparks up to 12 times per cylinder firing, which cleans up the cylinders slightly by burning all of the fuel present at lower engine speeds. It also delivers a powerful spark in the upper ranges where the engine is under load and at full boost.

Added bonuses include two different rev limiters that adjust with switches and timing retard that's adjustable from 0-20 degrees.

Power increased slightly to a peak of 3 hp and torque 3 lbs-ft of torque, but the smoothness of the engine would lead you to believe otherwise. Installation wasn't difficult and the engine starts faster with the Hi-DI2. Fuel efficiency should increase as well. This is another mod that will pay bigger and bigger benefits as the build-up rolls along.

The 16g turbo was pretty maxed out at the end of the last article. However, it has performed admirably. The 4G63 is ready for more airflow and our Garrett set-up is primed. But they'll have to wait. The turbo will be joined by a sheetmetal intake, upgraded fuel rail and fuel pressure regulator. Also on the coming-soon list are a Nitrous Express single-nozzle nitrous system. The drivetrain will no doubt be calling for attention and we plan to quell it with a Centerforce clutch, Fidenza flywheel and possibly a stronger rear axle assembly from a '91-'94 AWD DSM. Stay tuned to the "Cell."

The injectors were upgraded to 550cc RC Engineering units. RC flow tests and balances each set of injectors it ships so you get even flow in each cylinder. A set of Crower performance cams was installed in the 4G63 head. These bumpsticks will make power now and allow the engine to maximize the benefits of future upgrades to the turbo system. As boost pressure and cylinder pressure rise, the need for a stronger spark becomes more apparent. To keep the sparks flying, a Crane Fireball ignition system was wired into action. Dyno 1To quench the engine's thirst for fuel, a set of balanced RC Engineering 550cc injectors were installed. Power jumped from the 319.8 hp in the previous article to 327.2. Dyno 2With Crower cams orchestrating valvetrain events, power jumped impressively again; this time, tests showed a jump from 327.2 to 339.3 and torque checked in at 367.8 lb-ft Dyno 3Ignition systems become more important the higher the cylinder pressures rise. Doug's Dynopower installed a Crane Fireball ignition in preparation for a Garrett upgrade. They were happy and a bit surprised to see a gain of 3.1 hp and 3.7 lb-ft of torque with the current combination.

Camshaft Selection

Choosing The Ultimate Bumpsticks For Your Evo, Part 1

From the February, 2009 issue of Turbo & High-Tech Performance

By Martin Musial

Photography by Martin Musial

When selecting the perfect cam to match your performance needs, prospective buyers face the daunting task of choosing from 260-, 270- and 300-degree duration camshafts. What does it all mean and is getting the "big" cam the best for your car? I'll shed some light on the subject by doing some real-world tests to show how different camshafts behave. Just like you wouldn't want a gigantic GT45R turbo on your daily driver/autocross car you might want to re-think your camshaft choice before taking the plunge. I'll use a system for testing that will hopefully give you a better understanding to choose the right camshaft for your applications, be it drag racing or autocrossing in the parking lot.

For this onslaught of abuse I put my '04 Mitsubishi Lancer Evolution VIII on the chopping block. The 4G63 platform is rugged and we've spent so much time developing power with it that it makes a perfect test rig. The car is outfitted with a bunch of AMS Performance parts to support over 600 whp. The parts range from an AMS GT35R turbo kit to the VSR intake manifold and AEM engine management system. The car serves multiple duties as a daily driver, track day and drag racing car. For testing, we used a Dynojet model 424x-LC all-wheel-drive dyno. This dyno is reliable and repeatable, which makes it a benchmark in the industry.

We tested each cam using 116-octane race fuel at 22 and 30 psi of boost. Using an AEM EMS with built-in boost control and dataloging, each test was conducted at the exact same boost level. The runs where done in Third gear and start at 2,000 rpm and end at 8,400 rpm. The fuel curve was adjusted for each cam to maintain around 11.5-11.8:1 air/fuel ratio under full boost. Since I'm using an AEM EMS in speed density mode I can tell the power curve by how much I have to adjust the fuel curve. If it runs rich at a high rpm and I need to remove fuel then I know it's making less power there.

How Each Cam Will Be RatedPeak Power: Once ECU adjustments are made to stabilize boost and the air/fuel ratio, two back-to-back consistent runs are recorded. The peak power that each cam makes is recorded. If your primary goal is drag racing, this test is the most important.

Powerband: How many rpm is the usable power curve. If a cam makes peak torque early and keeps making good power to redline it will score higher than a cam making only good power near redline. Most street racers and autocrossers would be interested in this test. A nice wide power curve makes for a fun street car.

Idle/Driveability: A subjective rating of how lumpy or smooth the idle is and the quality of low rpm driveability. Luckily, with the AEM EMS I can make almost any cam idle well but some have to run at 1,200 rpm for stable idle while others run at 800 rpm. With a factory ECU the story is much different. Some more aggressive cams can cause very poor idle or even cause the engine to stall. Also, low speed running can be an issue with some cams and even cause bucking or misfires. I know we're modifying our cars in the interest of making them faster but most of us also use them as a daily driver. That makes this rating high on my list-it's not very fun driving in traffic while your engine keeps stalling out.

ECU Remap & ECU Tuning

What is ECU Remap or ECU Tuning?
ECU Tuning refers to the process of replacing the original factory installed map used by the ECU of a car, to a tuned version. Remapping is another word commonly used in the UK for the same meaning as ECU Tuning. Typically the performance gain you would expect after having your car remapped are
	Performance gain in BHP & Torque Petrol N/A Engine:       5 - 10% Petrol Turbocharged: 20 - 30% Diesel Turbocharged: 30 - 40%
Process of remapping a car usually takes between 1 - 5 hours, depending on the type of car model, as the procedures between cars could be completely different.
Difference between REMAP & CHIPTUNING?
Chiptuning or chipping, as some called it, is an ancient method of upgrading a car's performance. It involves replacing the original eeprom/chip in your ECU's board with a tuned version. The improvement is usually 'raw' and not refined, usually suitable for old vehicles Pre-2000. Despite being an old technology, there are however, still a lot of chipping companies around offering the services at reasonably cheap price. Although we do not provide chiptuning services, we still retain the use of this word in our website as it may relates better to some people.   Remap on the other hand, is the most complex and comprehensive procedure to alter the most parameters in a car's ECU. It result in the smoothest, highest gain and finest drivability experience with all the enhanced parameters working harmoniously together. Process involves extracting the map from the ECU, modifies the map and then insert the modified map back into your ECU. We keep a copy of the Original Map of your car.Extraction process of the map can be quite different depending on the type of vehicle. The easiest being extraction through OBDII, but not all cars has had this solution available. Most Japanese, Korean and Malaysian made cars' map are still being extracted manually by wire connection on the ECU itself.
Why ECU Tune or Remap?
During the development of an automobile the manufacturers have to, in many respects, find compromises in terms of fuel efficiency, horsepower output, drivability and these days, the most important issue, exhaust emissions. Factors like fuel quality, ambient temperature, air quality, maintenance, operational circumstances etc. as well as financial aspects i.e., insurance classifications, have to be taken under consideration. The manufacturers have to assure operational reliability for the final product worldwide, which means, that in most cases the actual engine potential is not reached.  Therefore in Stock Car, the ignition, injection, boost, - etc. patterns programmed, are on the "safe side". In another word, too conservative. Remapping your car unleashes the full potential of your car engines. You will experience:- More Horsepower More Torque Removal of Speed Limiter Improved throttle response Smoother power delivery Safer overtaking The improvements above are all achieved by very careful matching of parameters such as fuel delivery rates & ignition timing along with adjustments to maps that electronically limit torque, throttle response and top speed. All this information in your ECU calibration file is carefully optimised to our exacting standards and then programmed back into your ECU and the vehicle tested. (www.dktuning.com)

Cooling The Intercooler

Dei's Cryogenic Intercooler Sprayer

From the February, 2008 issue of Turbo & High-Tech Performance

By Aaron Bonk

Photography by Aaron Bonk, DEI

We probably should have found another car to test DEI's Cry02 Cryogenic Intercooler Sprayer on. Project Eclipse is finicky. Actually we're being a bit too kind; it's more of a two-steps-forward, one-step-backward kind of car. It seems as though every time we try and make something better, a couple of new yet unrelated problems make themselves known. We're hoping this just can't go on forever despite how much other 1G DSM owners seem to keep discouraging our optimism.

The logic for using our Eclipse to test the Cry02 system made sense at the time though, mostly because we're still using the factory-issued, side-mount intercooler and boosting a little more than one bar with our Big 16G turbocharger. We aren't experiencing any signs of detonation yet, but the measly, kid-sized intercooler core tucked behind the fenderwell could stand for some additional cooling off. Mitsubishi thought ahead and incorporated a fairly effective air duct into the front bumper, but a core this size, trapped behind plastic panels and sheetmetal, can only be so effective when generating such airflow. The fact is turbochargers create heat. When air is compressed, it heats up. The more it's compressed, the hotter things get. At 16 psi it puts us right in that hazy zone where we could get by with the side-mount but stepping up to a front-mount, or some alternative solution like methanol injection, would certainly yield gains.

Intercoolers, like radiators, are heat exchangers. Saying something's a heat exchanger is just a fancy way of saying that two or more fluids are interacting with one another, exchanging temperature properties, but without actually touching. Their job is to remove heat from the intake charge by means of air- or water-cooling. The results make for a denser charge, resulting in more power and reduced chances of detonation. About the only downsides to intercooling are fitting the system in place and pressure drops as high as a few psi depending on the core's efficiency. We found a solution that gives all the benefits of a larger intercooler without the bad stuff.

We've heard the drill before; cool air makes horsepower and there are several ways to get such horsepower. DEI relies on the properties of carbon dioxide for temperature dropping. In geek-speak, carbon dioxide is the chemical bond between two oxygen atoms and one carbon atom. This means important things like photosynthesis for plants can occur, allowing us to do things like breathe and live; cooling down your intake charge is just an added benefit although one we arguably appreciate more. Carbon dioxide also takes on other forms, like dry ice when converted to a solid state. As a by-product of the combustion process, it's a relatively harmful greenhouse gas, unlike its chemical relative, carbon monoxide. Sizable power gains have been found from intake charge cooling; it's not uncommon to find 1 percent horsepower gains for every 10 degrees temperatures drop.

Carbon dioxide is a relatively smart gas to use for cooling applications like ours. It's cheap, it's non-flammable, and its relatively low-pressure gas-to-liquid transition phase allows more to fit inside a bottle than you might think. About the only thing you need to be aware of when spraying C02 around an engine bay is its non-combustible nature. C02 ingested into your air filter and introduced into the combustion process won't make for a happy engine. It's not really something detrimental, it'll just put a major damper on things we care about like the way combustion was meant to occur and decent cylinder pressure. Keeping the spray away from the filter will ensure the C02 actually helps more than it hurts. Project Eclipse kept finding ways to ingest C02 no matter what we did. We found giving the intercooler a good spray down prior to a full-throttle pass provided similar results without taking in C02 when it counted most.  (Courtesy of www.turbomagazine.com )

DEI offers three spray bars...        read full caption

The Cry02 kit includes a solenoid...        read full caption

Clutch Upgrade Solutions For Mitsubishi Evo VIII

Mitsubishi Evolution VIII'S Achilles Heel - The OE Clutch

From the February, 2009 issue of Turbo & High-Tech Performance

This clutch was pulled out... 

   

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Ask any mechanic what a fried clutch smells like and most likely they would reply that it smells somewhat like burnt toast. Unfortunately for Mitsubishi Evolution VIII owners that smell is an all too common occurrence. Hundreds of Evo VIII owners have learned the hard way about living /eating burnt toast; it's a bitter pill. Some owners with have reported clutch failure with as few as 3,000 miles on the clock. Dozens of Evo VIII forums have reports of similar occurrences. The worst part of the whole situation is that dealers will not warranty the clutch due to it being a "wear item." One clutch we removed from a vehicle only had, 3,000 miles on the odometer and it looked like a grenade was thrown at it. All the friction material on the disc disintegrated into smaller pieces.

This clutch disc exploded,... 

   

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After doing some investigation we found that one of the reasons for the failure in the clutch is the flywheel. Heat is the number one reason for clutch failure and the Evolution's flywheel does a poor job of transferring heat away from the disc. Upon closer inspection, besides the obvious blown clutch fragments, we noticed the flywheel had severe discoloration on the backside due to excessive heat buildup. Our guess is besides the overall heavy weight of the vehicle and the AWD drivetrain the driver would have to ride the clutch much more than a lighter weight 2WD vehicle for that much heat to build up in the flywheel. Add a little stop-and-go traffic into the mix and you have yourself a recipe for clutch failure.Fortunately, the aftermarket has also recognized the need for a performance clutch for the Evolution VIII. From a simple single-disc replacement to an exotic triple-disc carbon clutch, whatever your needs are the aftermarket has you covered.

Advanced Clutch Technology
ACT offers three different types of clutches from a basic street to full race applications. The ACT street clutch kit has a 38-percent increase in clamp load and has a torque capacity of 497 lb-ft. ACT also offers two race clutch kits: one is a four-puck disc design while the other is a six-puck disc. Both race clutch kits features a 38 percent increase in clamping load and have a torque capacity of 636 lb-ft. All three clutch kits come with a new throwout bearing and clutch alignment tool.

CenterforceCenterforce offers their patented Dual-Friction design clutch utilizing custom carbon fiber organic facings and ball-bearing pressure plate. The carbon fiber organic material is better suited to handle the extreme heat conditions of the Evo's drivetrain. The increased clamping load does not mean a heavy pedal due to its ball-bearing design. You won't have to perform leg presses at the gym to operate the clutch. The Dual-Friction clutch has been tested on vehicles generating over 450 hp to the wheels. Centerforce also offers a billet steel flywheel that is lighter and better able to transfer heat away from the clutch disc.

Clutch Masters
Clutch Masters offers four different stages of performance clutches for the Evolution VIII, from a basic street setup to full race applications. Their street variant has a holding capacity of 70 percent over stock while the race version is capable of holding 170 percent over stock. All Clutch Master clutches come with a new throwout bearing and clutch alignment tool. The company also offers an aluminum flywheel for the Evolution VIII.

RPS Performance Products
If all-out performance is what you're after then the RPS carbon-carbon twin-disc clutch is what you need. Specially designed for high-output Evolution VIII's the RPS carbon-carbon clutch is capable of holding over 700 hp and still civil enough to be used on the street. Pedal pressure is increased only by 10 percent but the engagement is extremely smooth and comfortable to drive. However, if you want the Ferrari of clutches be prepared to fork out some dough.  

(Courtesy of www.turbomagazine.com )

TOMEI 4B11 Engine Block

Tomei 4B11 Technical Report 

Evo X 4b11 Engine Analysis: Part 2

From the June, 2008 issue of Turbo & High-Tech Performance

By Tomei Powered Engineers, Tomei USA, Steve Enomoto

Photography by Tomei Powered

4B11

The newly introduced 4B11 DOHC 16V turbo MIVEC engine is the latest talk of the town as engineers and performance tuners have lined up to get their hands on the new powerplant in hopes of unlocking the hidden mysteries that have shrouded the Mitsubishi powerplant. When we left off, the Tomei Powered engineers had gone into extensive details on the 4B11 T/C upper cylinder head. As we continue our second and final analysis, we should point out that the 4B11 found in the milder version Mitsubishi Lancer rated at 152 hp and 146 lb-ft of torque, while the 4B11 T/C inline-four turbo found within the Lancer Evolution and '08 Lancer Ralliart sold in North America delivers a factory rating of 295 hp and 300 lb-ft of torque. Both engines sport the same 2.0-liter displacement but were designed and built by Mitsubishi engineers to handle two completely different power levels. The 4B11 T/C was designed by Mitsubishi with a lower compression ratio (9:1) to handle boost and consists of numerous reinforcements to withstand a higher generated horsepower. The most significant change from the 4G63 engine to the new 4B11T was the change in material used in the block design. The 4B11 block, the first engine in the Lancer Evolution series that uses a die-cast aluminum cylinder block, is comprised of a lighter aluminum construction, which is considered a huge change compared to the previous cast-iron 4G63. Mitsubishi managed to save 27 pounds using the lighter aluminum from its previous cast-iron setup. But has the cost of shedding a few pounds and a new block design jeopardized the legendary Mitsubishi Lancers reputation for a nearly bulletproof bottom end? Before you jump to any conclusions, read on as Tomei Powered completes their analysis of the 4B11.

4G63

Four-Bolt Crank Cap Increases Block Strength
For each journal, four bolts clamp down each of the crank caps to increase the block strength and rigidity. This design is widely seen in V-style engines and not much so in inline or straight-style engines. Four bolts provide more strength than the conventional two-bolt style and is a step in the right direction for Mitsubishi engineers.

Cylinder Block That Endures High-Power Output
The newly engineered aluminum die-cast block features a half-skirt design, which was incorporated to decrease the overall length of the engine. The bore pitch measured in at 96mm compared to the popular SR- 20DET engine that measures 97mm. The crank caps are equipped with four bolts and the two-structure ribbed oil pan is designed to provide rigidity and strength to the aluminum block. The deck areas are reinforced at the necessary areas and provide plenty of strength and support. The rear section of the four-cylinder didn't receive strengthening, which raises concern if the unit will be affected by the transmission. The emphasis on stress dispersion can be seen on the internals of the block. A smooth design (no rough edges) at the blow-by tunnels/ oil pan entrance and exit, and the connecting portion between the crank journal to the inside of the block shows that this engine is not affected by applied stress.

Semi-Closed Deck Design For Longevity And Endurance
The 4B11 is equipped with a semi-closed deck design with cast sleeves, which promotes longevity while cooling the engine significantly. The water jacket is designed so that it isn't affected by the bore structure, especially when installing the head bolts. This design makes changing the sleeves an easy task.

(Courtesy of www.turbomagazine.com )

Mitsubishi 4G Engine

4G63

The 4G63 was a 1997 cc version. (85 mm bore x 88 mm stroke) SOHC and DOHC were produced. The DOHC version was introduced in 1987 in the Japanese market Galant VR-4 and came turbocharged or naturally aspirated. It is found in various models including the 1988-92 Galant VR-4 and the U.S. market 1990-1999 Eclipse, as well as the Mitsubishi Lancer Evolution I-IX.

The SOHC version was used in Mitsubishi Galant models until 1993. It has 76 kW of output and 157 NM of torque at 4750 rpm.

Also the SOHC version is produced until the late 90s and early 2000 and it is used in Mitsubishi cars like the Montero and the 2.0L 2-door Pajero with an output of 101kW at 4700 rpm. Also the N33 and N83 Spacewagon(UK market) in single cam 16 valve format.

The Mitsubishi Eclipse, Eagle Talon and Plymouth Laser introduced the DOHC turbocharged intercooled version to the U.S. in 1989 through Diamond Star Motors, a joint venture between Mitsubishi Motors and the Chrysler Corporation. From 1990 to late April 1992 came beefier connecting rods and the use of 6 bolts to secure the flywheel to the crankshaft; May 1992 to 2006 Evolution versions have lighter rods and use 7 bolts to secure the flywheel to the crankshaft. They are referred to as the "six bolt" and "seven bolt" engines, respectively.

Output for the 2003 Japanese/US Mitsubishi Lancer Evolution is 271 hp (202 kW) at 6500 rpm with 273 ft·lbf (370 N·m) of torque at 3500 rpm. It has a cast iron engine block and aluminum DOHC cylinder head. It uses multi-point fuel injection, has 4 valves per cylinder, is turbocharged and intercooled and features forged steel connecting rods.

In the United Kingdom, a special Lancer Evolution, the FQ-400, produces 302.13 kW (405.2 hp), from a 4G63 engine. At 202.6 hp (151.3 kW) per liter, it has the highest specific output per liter of any production engine.

Racing

Its turbocharged variant, 4G63T (also sometimes referred to simply as the 4G63), has powered Mitsubishi vehicles in World Rally Championships for years in the Mitsubishi Galant VR-4, Lancer Evolution, Carisma GT and Lancer WRC04. It was the powerplant of the Lancer Evolution when Tommi Mäkinen won his four consecutive WRC championships in his Lancer.

Applications

• 1983-1998 Mitsubishi Chariot
• 1984–1987 Dodge Colt Vista
• 1988 Mitsubishi Cordia
• 1988 Mitsubishi Tredia
• 1988–1992 Dodge Colt Vista
• 1989–1992 Mitsubishi Galant
• 1989–1992 US-spec Mitsubishi Galant
• 1990–1999 Mitsubishi Eclipse
• 1990–1998 Eagle Talon
• 1990–1994 Plymouth Laser
• 1982–1990 Mitsubishi Starion
• 1993–1998 Mitsubishi Montero
• 1994–1998 Mitsubishi RVR
• 1994–1998 Mitsubishi Delica
• 1996–1999 Proton Perdana
• 1992–2006 Mitsubishi Lancer Evolution
• 2001–2006 Mitsubishi Airtrek
• 2004–present Brilliance BS6

4G64

The longitudinal 4G64 is the second largest variant, at (2350 cc). Early models were 8-valve SOHC, but a later 16-valve SOHC and DOHC version was also produced. All used MPFIwith an 86.5 mm bore and 100 mm stroke. The 4G64 was also available with gasoline direct injection. The version used in the Chrysler Sebring/Stratus coupes produced 152 hp (110 kW) at 5500 rpm with 162 ft·lbf (214 N·m) of torque at 4000 rpm. The Chrysler version features fracture-split forged powder metal connecting rods. The 4G64 is an interference motor like the 4G63, however, the early 8-valve 4G64 is a non interference engine.

Applications

• 1987–1990 Mitsubishi Sapporo
• 1988–1996 Mitsubishi Van
• 1990–1992 Mitsubishi L200
• 1990–1996 Mitsubishi Mighty Max
• 1986-1998 Hyundai Grandeur
• 1993-1997 Mitsubishi Chariot
• 1994–2003 Mitsubishi Galant
• 1996–1998 Mitsubishi Magna
• 1994–2006 Mitsubishi Delica
• 1996–1999 Mitsubishi Eclipse
• 2000–2005 Mitsubishi Eclipse
• 2003 Mitsubishi Outlander
• 2005 Mitsubishi Zinger
• 1989–1991 Hyundai Sonata
• 1990–1992 Dodge Ram 50
• 2001–2005 Chrysler Sebring/Dodge Stratus
• 2004–present Brilliance BS6
• 2008–present Chery V5
• 2006–present Great Wall Hover

4G67

The 16-valve DOHC 4G67 displaced 1836 cc. Bore x Stroke [mm]: 81.5 x 88

Applications

• Mitsubishi Mirage
• Mitsubishi Galant
• Mitsubishi Lancer
• Hyundai Elantra

c58a, c68a

4G69

The 4G69 is a 2378 cc version built in Shiga, Japan. Bore is 87 mm and stroke is 100 mm. Output is 162 hp (119 kW) at 5750 rpm (160 in the Sportback Wagon) with 162 ft·lbf (219 N·m) of torque at 4000 rpm. It has a cast iron engine block and aluminum SOHC cylinder heads. It uses multi-point fuel injection, has 4 valves per cylinder with roller followers and features forged steel connecting rods, a one-piece cast camshaft, and a cast aluminum intake manifold. The 4G69 incorporates Mitsubishi's MIVEC Variable Valve Timingtechnology. The 4G69 is an interference motor like the 4G63 and 4G64.

Applications

• 2003–present Mitsubishi Grandis
• 2004–2006 Mitsubishi Lancer
• 2004–2006 Mitsubishi Outlander
• 2004–present Mitsubishi Galant
• 2006–present Mitsubishi Eclipse

NB: From 2005 a slightly detuned version (115kW, 220Nm) is used across the entire Lancer range in Australia.